System and apparatus for controlling electric vehicles.



Patented Oct. 3|7 |899.

E. A. SPERRY.

(Applation led Sept. 6, 1898.)

SYSTEM AND APPARATUS FOR CONTRDLLING ELECTRIC VEHICLES.

No. 635,8l5.

(No Model.)

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A TTOHNEY Patented Oct. 3|, |899.

y E. A. SPERRY. .SYSTEM AND APPARATUS FOR CNTBOLLING ELECTRIC VEHICLES.

(Application led Sept. 6, 1898.)

3 Sheets-Sheet 2l (No Model.)

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No. 635,8I5. Patented Oct. 3|, |899. E. A. SPEHHY. SYSTEM AND APPARATUS FOR CONTROLLING ELECTRIC VEHICLES.

(Appnca'b-ion 'med sept. e, 189B.)

3 Shets-Sheet 3l (No Model.)

UNITED STATES PATENT OFFICE.

ELMER A. SPERRY, OF CLEVELAND, OHIO, ASSIGNOR TO THE CLEVELAND i MACHINE SCRETV COMPANY, OF SAME PLACE.

SYSTEM AND APPARATUS FOR CONTROLLING ELECTRIC VEHICLES.

SPECIFICATION forming part of Letters Patent No. 635,815, dated October 31, 1899.

Application led September 6, 1898. Serial No. 690,359. (No model.)

.To all whom, t may concern: dicate similar parts throughout the several Be it known that I, ELMER A. SPERRY, a views. citizen of the United States, residing at Cleve- Referring no w to Fig. l, it may be seen that.

land, in the county of Cuyahoga and State of a handle-bar A is served at one end with a 5 Ohio, have invented certain new and useful swiveling handle A', secured by the threaded 5 5 Improvements in Systems and Apparatus for part A", holding the socket A3 from being Control of Electric Vehicles, of which the folreadily removed. This bar at the other end lowing is a specification. is secured to any form of pivot. he handle My invention relates to a system and apmay be of any suitable shape; but I prefer Io paratus for control of electric vehicles; and thespade-handle,having general shape shown 6o it consists in various arrangement of parts in the drawings, which is provided with the and construction of details, arrangement of grip A4, which is preferably loose upon the circuits, and means for changing such relastem A5. Thus it will be seen that the grip tion, in connection with separate generating is independently moved in two planes-viz., I5 units, motor or motors, electric brakes, resistabout the axis A5 and free to swivel upon the 65 ances, ctc. end of the handle-bar proper, A. The hollow The invention has for its object to combine, moving frame B is preferred for securing the ina single operating system for vehicles,start handle-bar A, pivoted on line u, and being caing, varying the speed, and instantaneously pable of a considerable arc of movement, the 2c stopping with the least possible inconvenience extreme backward movement being indicated 7o to the operator and without calling forth at by dotted lines at a', where the frame engages any time an excessive effort on the part of a stop at point u., Fig. A2. The pivot a serves the operator to place under his control powerto secure the swinging handle-bar and frame brakes Afar more powerful than mechanical B to its support B, which also may be of any z5brakes and at the same time applying the suitable form and supported in any suitable 75 brakes to all the wheels of the vehicle simulmanner; but I prefer to attach this part to a taneously instead of only to the drivingtube B", which is free at the same time to wheels, as heretofore. swing about the vertical axis d, resting and The invention further consists of details of being guided within the journal D3. The 3o construction and arrangement of parts tendframe B is open upon its lower side and in- So ing to cheapen the production of electric vecloses the upper portion of the support B. hicles. This support serves to hold a disk C, (see These objects are attained by mechanism, Fig. 4,) which is provided with a crank-pin details, and circuits shown in the accompany- C', and certain peripheral projections C and 35 ing drawings, in which- Ci", also, a hub C1. This latter protrudes S5 Figure l illustrates a side elevation, parthrough the aperture in the support and at tiallyin section,o'f acontrolling-handle. Fig. 2 its outer end receives the crank-like pointershows a plan of the same. Fig. 3 is a detail of shaped key D, provided with a handle at D the indicator. Figs. and 5 are details of the and a pointer at D. (See Fig. ll.) In this 4o interlocking and switching mechanism. Fig. gure will be seen the square stem D3 and the 9o (l is a diagrammatic view of the electric cirhook D4. This latter portion serves to hold cuits of the vehicle. Fig. 7 is a detail thereof. the key in position from the fact that it finds Fig. S is a diagrammatic View of the runningitself behind the flange B4, protruding from gear of the carriage, showing the motor and the frame B. This iiange is provided with a 4,5 brake. Fig. 9 illustrates the lower connecnotch constituting a release for the retainer 95 tions for the controlling-handle and revers- D4 in its top, at which point the key may be ing-switch. Fig. 10 is a diagrammatic end withdrawn and inserted. These are also elevation of controller. Fig. ll is a detail of plainly seen in Fig. ll. Upon swinging the the key. key to the three points indicated in the circle 5o In the drawings like letters of reference in- D5, Fig. l, it will be seen that the link l), the roo head of which is pivoted upon the crank-pin C and its iiange locked back of the projecting lip C, Fig. a, is raised to three different positions, being shown in Fig. l in its lowest position, and its lower end (seen in Fig. Q) being shown in its middle position and being capable of still a higher position when the pointer D" stands horizontal and points to the right (see Fig. G) or exactly the reverse of its position as indicated in Fig. l.

The movements of the handle -lever A through a limited radius serve to communicate motion to the rack-stem E through any form of pivot, preferably the removable pivot shown at E'. This pivot preferably slides within a guiding-post-for instance, the jaw IE5-and is actuated by the lever b3, pivoted at b4, and actuated by the pin D, protruding within a cavity 11G, as shown in Fig. 2. The spring seen in Fig. 2 tends to retain the pin E in its engaged position.

The frame B is seen in Figs. l and 3 to support still another feature, known as the pointer or indicator7 F. This indicator may move in any suitable manner-for instance, slide or produce any indicating motion; but l prefer the one shown in the drawings, in which it revolves around an axis F through a suitable arc-for instance, that shown by the dotted lines. A plurality of buttons Fl and F3 or other marking-points are used to indicate the various positions or the approach of the pointer F to certain predetermined positions in its movement. The movement of this pointer is effected in any suitable manner; butl prefer the auger-like fin F4, seen in elevation in Fig. l, as protruding through a slot in the plate F5, which in turn is secured to the support B. lt will readily be seen that as the handle-bar A and frame B rise and fall about the pivot a the augerlike twisted fin F4 in passing through the slot F (see Fig. 3) in the plate F5 will cause the stem to rotate about its axis Fl and the pointer to swing through a considerable arc. The advance of this pointer may be made to indicate any number of positions of the controller or connected parts, as will 'readily be understood. l have reduced these points to twoviz., Fl and FS-and use the regions in the two outer arcs to indicate other positions of the controller, which will be discussed later on.

The handle-pivot a is preferably removable and is shown in Fig. 2 as consisting of a screw. It will readily be understood that this whole stem, consisting of handle, handle-bar, and head-piece complete, may turn about its vertical aXis e, and at the same time the handlebar A and its connected frame may rise and fall upon the support B. This swiveling action is promoted and lost motion laterally is prevented by the lateral fit of the swinging frame B, especially at its extremes-viz., at or near the pivot d and the back end of the handle A and the portion near the attached end of the handle-bar A. This is fully illusesas-l5 trated in Fig. 2 and need not be more fully described herein.

Passing now to the lower end of the tube B (shown in Fig. D) we iind that it is provided with a crank-arm or equivalent B, to which is connected the steering-gear of the vehicle in any suitable manner-forinstance, that described and illustrated in my former application, Serial No. 579,79i. XVe here also find the link b secured to the pivot end ZJ and to the crank d, connected to the axle d', on which is supported suitable electrical circuit-changin g apparatus described herein. It may be explained that the joint between the link l) and the pivot '(1' is a swiveling joint, longitudinal movement being prevented by the screw-threads shown at b2. The rackstem E we also iind present adjustably secured into the rack e by threaded part and jam-nuts shown provided with any suitable pivot adapted to engage the gear or segment 6'; but l prefer that the teeth e of this rack should be convex, or, still better, circular, or a pivotal joint may be located between a rack of the ordinaryconstruction and the head E or han dle-bar A; but the arrangement shown is preferred, leaving the teeth perfectly free to rotate within the teeth of the gear while the connected parts are moving into other different lateral positions.

The gear e' is mounted upon and serves to actuate the controller-shaft f. In this connection attention is called to the fact that while the controller-hamlle and its connected parts above have but a limited angle of movement the structure and connections are such that the angle of movement of the controller is multiplied, so that the small angular movement of the handle gives a large or larger angle of movement of the controller, so that all of the various functions required of the controller maybe easily performed and the electrical contacts upon its face may cach be given a sufficiently large active surface to insure the best results. This increase of angle is utilized to allow the same controller to perform all functions necessary in connection with the speed-changing while the power is being applied to the motor and also all the variations in application of the electric brake, all of which is fully pointed out in the present specification.

The mechanical structure of the circuitchanging apparatus, elevation of which is shown in Figs. and ll), will readily be understood from the figures. The contacts, num bered 53, 22, 54, and 70, are supported so as to move with the shaft d' by intermediate noncond ucting material, shown in the present drawings as being in form of a block d". Cooperating with these contacts are stationary contacts 23 and 3l,tliese two only being seen in the elevation. The four contacts cooperating with the combined charging and reversing switch G are secured to any suitable support for instance, that shown at Gr. ln Fig.

l0 we find a similar support Gr', securing the IOO stationary contacts O and N, one serving upon either side of the controller-shaft f and cooperating with the contacts upon the controller H. Upon this shaft is also seen the reversing-switch I, moving with the shaft, and the stationary contacts 27 and 29 cooperating with which are mounted upon the stationary block Gr. This controller may be moved in either direction from its center or oft position, which is shown in the drawings, as will be readily understood, and when moved around clockwise certain of its electrical contacts find themselves in position, (indicated at H,) whereupon it may be engaged by the contact 51,secured to a station ary part of the vehicle at J by depressing the headed pin J. This pin is supported also by any stationary part of the vehicle-i`or instance, the floor J-through a bushing J3, and is removable, as indicated.

The mounting of the brake-wheels with reference to the running-gear is shown as a whole in diagram in Fig. 8 and will be seen to be at the forward end or the end away from motor M. The swivels L3 L3 are here plainly seen at the ends of the forward axle L. Here also may be seen the circuits of the brakemagnet, (indicated by the wires numbered G3 and 64,) which are shown as being iiexible around the pivots Ls and are there secured to a stationary part ot the vehicle-such, for instance, as the axle L, running-gear, or body. The shaft f of the controller is provided with a disk 7i, which revolves before the brakeinagnet 7L', shown in section, a coil of which is shown to be circular at 7L". The magnet 7L is stationary and when energized serves to retard to a greater or less degree the action of the controller. This retardation may be adjusted by the strength of the magnet and also is under automatic control by the strength of the current. Any device for retardation of the controller-handle, preferably the one in the braking positions, will serve the purpose, and I therefore will not limit myself to the special design shown.

Turning now to the system ot control or arrangement of electrical circuits olf the vehicle, as shown in diagram in Fig. G, it will be seen that the electricity is generated separate units NNNN, each ol' which may represent a group of generators, the positive and negative terminals of which are coupled, as shown, to the various circuit-m anipnlating devices. Their function and relation remain now to be pointed out in detail. To the right is observed the gear or segment c, by means of which the controller-shaftfis manipulated. On this shaft is mounted the reversing-switch I and the controller Il, the controller having two active positionsone either side of the oft position or position of rest, (shown in Fig. 10,) the latter having eleven active positions, three on the power side, (indicated by P P2 Pi) and l5 to BS, as will be readily seen, indicating` the brake positions. rlhe brushes cooperating with these various contacts are illustrated by N to N, respectively,

asie

and those cooperating with the contacts B to BS are represented by O and O( 0, dsc. These are suitably connected to the resistance R, as indicated. rEhe reversing-switch G is seen mounted upon its shaft d and operated by the crank and links b from the crank-pin C and pointerD. On the two reversing-switches l and G- these contacts are shown with their electrical connections. Leading from the reversing-switch G and also the controller H are flexible wires, (indicated by the waving lines,) which are numbered in the following description: .Vhen the controller is so turned that the brushes N engage the row P of contacts, it will be seen that the current flows through 'the motor in direction of the arrows as follows: coming from each of the generators N it reaches brush N', contact 14, wire l5, brush l 3, contact 1G, wire l5, brush N5, contact l?, wire l5, flexible wire 1S, and from the last generator by wire 19 to brush 20. Suppose now that the reversing-switch be in the position shown in lsligz. The current will enter cont-act 2l, contact 22, brush 23, wire 2e, brush 25, contact 2G, contact and brush 27, wire 2S, through the armature A A of the motor, to brush 29, in the direction of the arrow-heads in full lines to brush 30, 3l, and 32, wire 33, Iield F0, wire Si to the negative of the iirst battery and wire 35 (part of which is iiexible) to contacts 36, 37, and 3S, to brush N2, returning the current to the second generator, brush N1, returning current to third generator, and brush llG, returning current to fourth generator, which will thus be seen to have been coupled to the motor in parallel. lt will readily be understood that the relation between the reversing-switch l and the controller il ixed and the direction of the current through it is always as indicated in any of the three power positions. Taking now the second power position obtained by turning the controller in suoli a way that the brushes El to N rest upon the second row of contacts-viz., Pi-we notice that the current generated by 'the llrst generator N arrives at brush il', contact i0, wire ill, and the current coming from the second generator arrives at N3, contact il?, passes back through brushes E* and N the latter by way of contact lil and wire to the lower pair of generators, from whenceit [lows to the brush N5, contact wire l5, and thence, as before, by Aflexible wire i8, joined by current from the last generator, passing wire lt to contact 20, and thence through the motor or motors, back to the negative terminals of the first two gcnerators, by wires Si and 35, by way of wire t7, from contact 4G, brush N2, to the negative of the second generator N, at which point the circuit is complete. Thus it will be seen in this position the motor or motors receive current from two of the generators in m ultiple,coupled in series with two other of the generators. Vlhen the controller is turned to the position P3, the generators are then all in series, the current passing as follows: from the posi- ICO IIO

tive of the Iirst generator to brush N', contact 4S, brush N2; second generator, brush N5, contact 1li), brush N4; third generator, brush N5, contact 50, brush NU; fourth generator, wire l0, brush 20, to motor and fields and back to the hrst generator, by wire 3l, exactly as above pointed out in reference to the two other power positions. lt. will be noticed that while in this last power position only the contact H is brought into position, so that contact 5l may be forced into electrical connection therewith, whereupon the current from wire 3.3 will be diverted from the iield through the variable resistance Re and wire 52, thus weakening the iield or iields Fc and giving a higher rotative speed to the armature or armatures AA. Furthermore, it will be seen that it the reversing-handle D is so operated that the long contacts 53 and 54 are brought under the brushes 20, 23, 3l, and 32, in this case the current arriving at brush 2O will pass over on contact 53 to brush 3l, and therefore pass the armature in the directions opposite to the arrow-heads, (full lines,) and not resume the direction of the arrow-heads until it again arrives at brush 32, thus giving a complete reversing action to the motor or motors lil connected.

in Fig. 7 the auxiliary [ield FR is shown in detail with its connections free from the lines of Fig. G for salie of clearness. Connected with each of the brushes l to NU will be found a pair of convex-concave contacts, (indicated in Fig. G by m'.) The changeable, preferably non-reversible, contact n may be connected with any pair of these contacts m and m', representing any one of the diilercnt generators N, which, as will be seen, will furnish current to the auxiliary held FR and other translating devices when the controller H is turned in the reverse direction or in any one of the brake positions from B to BS. This contact in its engaged position is not shown in Fig. 6, for the salie of clearness, but is clearly indicated in Fig. 7, together with the held connection. Supposing now that the controller is turned in this direction and that the brush O is in contact with the traveling segment H, and again supposing the changeable contact a to be in connection with the crescent seen near N, the current will then low from last generator N, wire 11), wire 55, contact mi, cooperating contact n, wire 56, auxiliary iield FR, wire 57, wire l-it, wire 35, brake-contact il', brush O, wire 58, removable contact n, crescent/11M, brush N, back to negative of the last 0"eiierator, as will be readily understood. Another purpose of the removable contact is that of changing at will oi' the operator `from one to the other ol? the generators, so that all may be e \:hausted similarly, and its further use may be indicated by the fact that through the Yfire (3U, which will be seen as being derived from wire 19 above traced, will be furnished energy on this derived circuit for the normal magnetic brake system, principally for the purpose of holding the same after the dynamo-generator has fully stopped or ceased to rotate. This action occu 's whenever the brake-circuit may be closed at O G' and ll, as will readily be understood. The action of the auxiliary iield FB; is to augment the residual magnetism of the iield, making the motor, which now becomes a generator, instantly responsive to current generation even while running at low speeds.

lt will be noticed from Fig. l0, taken in connection with Fig. 6, that upon the controller being turned backward, so that the contacts li/ and the brush O or any of the brushes O are in contact, a new set 01": contacts-viz., the long contacts, shown at GO and (il, respectively-will be brought in contact with the brushes 25, 27, 20, and 30, which again reverses the connections of the armature or ar matures and held, the reversing-switch Gr remaining in either of its positions unchanged, and it is this reversal action oi the reversing-switch l which is depended upon to convert the motor or motors M into generators. Assuming now that the generation of current is going forward and that one of the brushes O' is in contact with the segment lil', the circuit traversed by the current will be seen to be as follows: emanating at brush attached to wire 2S it will ilow backward ly through wire 28, as indicated by the dotted arrow-heads, brush 27, contact G0, brush 30, brush 3l, thence following the circuits through the lield Fc to wire Si 35, segment ll, ell the farthest brush to the left G' which happens to be in contact at the instant with the segment ll through the resistance R, wire 62, in direction of the dotted arrow-heads, arriving at wire G3, passing the flexible wires into the brake-magnet LL, baci; by wire 041-, joining and passing up wire G5 te the grasping or brake magnet 7d, whereby the action of the controller is retarded, wire G6 to wire 19, brush 20, contact 2l, contact 22, brush 223, wire 2i, brush 25, contact (5l, brush 2t), wire G7 in direction of the dot ted arrow-head to the opposite brush of the motor or motors M, thus completing the eir cuit. The amount of current thus ilowing will be dependent, first, upon the speed of the motor or motors, secondly, upon the amount o'l resistance it included in the circuit, and, thirdly, upon the amount of ellort given to rotating the shaft]I of the controller against the gripping or retarding magnet 7L. The mechanical energy required for rotation of the armature or armatures AA of the motor, which are geared to the driving-wheels ww of the carriage, will effectually retard their motion and tend to bring the carriage quickly to rest, aided materially by the retardation of the forward wheels by the brake-magnets Ll), as will readily be understood. Attention is specially called to the Vl'act that the forward wheels are supplied with braking devices operated by the electric current, which may be generated in any suitable manner-as, for instance, that just described. From the -fact IOO IIO

IIS

that as soon as retardation of motion is commenced, the mass, the center of gravity of which is usually high above the ground, pitches forward, bringing a large mass of the weight over and upon the forward wheels, removing a corresponding amount from the back wheels,and it will be seen that, during the time of braking, the forward wheels bearing, as they do, a materially-increased amount of the load, are the most important factors in stopping and their retardation will tend to bring the mass to rest quicker than an equal amount of retardation brought to bear upon the rear wheels.

Suppose now the generators N are storage batteries which require storing at intervals. I have provided a special means for this purpose, which will be found to eliminate the difficulties heretofore experienced where the controller is required tobe placed in the series position prior to charging, which is almost universally the case, and where if the motor-circuits are not opened by some means outside of the ordinary controllers the carriage tends to suddenly start or run away. This trouble I overcome by providing charging-terminals S and S', the former being connected by wire 68 to a special contact 70, located between the running contacts 2l and 53 on the reversing-switch Gr. (See also Fig. 0.) The direction of the current with the controller turned in position P3 will then be as follows: The current entering the positive post S proceeds by wire 68 to terminal 70, brush 20, wire 19, to the last generator, brush N6, terminal 50, brush N5, to thi'rd generator,

brush N4, contact 49, brush NS, to second generator, brush N2, contact 48, brush N, to first generator, wire 34, wire 7l, to the negative charging-terminal S', it being understood that a reversing-switch handle D is previously placed in the upright or middle position, as shown in Fig. 9, whereby the contact 70 and brush 20 are brought together. Then in this position, it will readily be seen from this view, Fig. 9, that all of the other brushes-viz., 23, 3l, and S2-are opeircircuited, and in this way the motor is effectually out of circuit whenever the-charging operation goes for ward, and when the motor is in circuit the positive-charging binding-post S is necessarily out of circuit. During this operation it will be understood that the crank-disk C in the head is turned to its middle position and the rack-stem E is allowed to freely pass through the notch separating the flanges C and C3, the rack-stem E being effectually blocked against a downward motion whenever the handle D is between its middle and the two outer positions. The notch on the stem may be plainly seen at E, and in the position in which the pointer D stands in Figs. l and 2 the flanges C" and C3 are both out of its path of movement downward and will therefore not interfere with its downward movement. By following the movements it will be seen that this is also true when the hand D is around to its horizontal position, pointing to the right, and also in its vertical position, pointing upward, whereupon the notch in the collar shown between C and C3 affords ample path for its movement. Again, it will be seen that when the rack-stem E has been depressed by the downward movement of the handle, so that the enlarged part above the notch E has passed below the circle of movement of the flange C, Fig. l, the handle D cannot be moved until the stem is again raised to the position shown in the drawings, Fig. l. This is also true of any of the three positions of the handle at which the stem E is depressible.

It will be noticed from Fig. l that a miniature seat WV is provided as a part of Fig. l. This illustrates the position of the vehicleseat or drivers seat in reference to the handie. It illustrates, further, how when the handle is detached by means of the pin E it is swung backward awayfrom the seat, as shown in dotted lines at d'.

It will readily be understood that the clements of the motor or motors M referred to herein are its or their fields and armatures.

The cooperating terminals m, ml, and n will be seen to constitute non-reversible terminals from the translating device to the various groups of electric generators,vthe stationary contacts being permanently in connection with such groups.

The use and operation of the various devices have been carefully detailed in connection with a description of their construction and arrangement, and it will therefore not be necessary to further describe their functions.

It will readily be understood that while it is designed to use the above parts in the relation shown, yet some may be used without the others, and the invention extends to such use. It will furthermore be readily understood that the construction and arrangement may be varied without departing from the spirit of the invention.

Having thus described my invention, what I claim, and desire to secure by Letters Iatent, is-

l. In an electric system, a dynamdelectric machine used to generate currents periodically, a controller for the circuits of such machine, a set of contacts on the controller, connected with the iield-coil of the machine and an electric battery also connected to such last-named set for fixing the residual magnetism of the field of the machine, before starting upon the generating periods.

2. In a system of control for electric vehicles, a controller having two operative positions separated by an off position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power when at one side of said off position and means for reversing the elements IIS ot the motor and closing the circuit through a variable resistance and electric frictionbralies, when on the other side.

3. In a system of control for electric vehicles, a controller having two operative positions separated by an off position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side ot' sai( oit7 position, means for reversing the elements of the motor and closing the circuit through a variable resistance, when on the other side and means for resisting` the movements of the controller.

4. In a system of control for electric vehicles, a controller having two operative positions, separated by an ol'77 position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side ot said off position, means for reversing the elements of the motor and closing` the circuit through a variable resistance, when on the other side,

' means for resisting the movements of the controller and means for varying the amount of such resistance.

5. In a system of control for electric vehicles, a controller having two operative positions, separated by an ott position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side of said oft position, means for reversing` the elements of the motor and closing the circuit through a variable resistance, when on the other side, means for resisting the movements ol' the controller and means for varying the amount of such resistance, in proportion to the strength of the braking-current.

6. In a system of control for electric vehicles, a controller having two operative positions separatedby an off position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side of said oft position, means for reversing the elements of the motor and closing the circuit through a variable resistance, when on the other side and an electric friction-brake for resisting the movement of the said controller.

7. In an electric vehicle, an electric motor, a controller for the motor, having an oit position, a plurality of power positions and a separate manually-actuated stationary contact adapted to be forced into engagement with a cooperat-ing contact upon the controller when same is in one ot its power positions only.

8. In an electric system, a dynamo-electric machine, a controller for the circuits, two scrics ot contacts on the controller, separated by an oil position, contacts on one side for coupling the circuits for generating, and on the other side, for fixing thc residual magnetism of the held-magnets and an electric battery coupled with the contacts on the said last-named side ot the controller, for the purpose specified.

9. In an electric vehicle, an electric motor` a controller for the motor, having` an oit position, a plurality of power positions and a separate manually-actnated stationary contact adapted to be forced into engagement with a cooperating contact upon the controller, when same is in its last power position only.

IO. In an electric vehicle, an electric motor, a controller for the motor, having an oll7 position, a plurality of power positions, a separate manually-actuated stationary contact adapted to be forced into engagement with a cooperating contact upon the controller when same is in one of its power positions only and an electric connection from the contact to the Held-magnet coil of the motor.

1l. In an electric vehicle, an electric motor,

a controller for the motor, having` an oftposition, a plurality of power positions, ascparate manually-actuated stationary contact adapted to be forced into engagement with a cooperating contact upon the controller when same is in one ot its power positions only, an electric connection from the contact to the field-magnet coil ot' the motor anda variable resistance in such connection.

12. In a system of control for electric vehicles, a controller having two operative positions separated by an off position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side of said of position, means for reversing the elements oi the motor and closing the circuit through a variable resistance, when on the other side, an auxiliary field-magnet coil for the motor and means operated by the controller for coupling same to a portion only`of the generating units when in one of said positions.

13. In a system of control for electric vehicles, a controller having two operative positions separated by an off position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side of said oit position, means for reversing the elements of the motor and closing the circuit through a variable resistance, when on the other side, an auxiliary field-magnet coil for the motor, means operated by the controller for coupling same to a portion only ot the generating units and means for altering the particular unit or units connected.

14. In a system of control for electric vehi- IOO IIO

cles, a controller having two operative positions separated by an oil i position, a plurality of electric generating` units, an electric motor upon the vehicle, connections with the controller for coupling the generators in multiple and in series to the said motor for varying the power, when at one side of sait oil position, means for reversing the elements oi the motor and closing the circuit through a variable resistance, when on the other side, an auxiliary held-magnet coil for the motor and means operated by the controller for coupling same to a portion only ot the generating units, when the controller is in the lastnamed operative position.

15. In a system of control for electric vehicles, a controller having two operative posi tions separated byan ofi' position, a plurality of electric generating units, an electric motor upon the vehicle, connections with the controller forcoupling the generators in multiple and in series to the said motor for varying the power, when at one side of said ott position, means for reversing the elements of the motor and closing the circuit through a variable resistance, when on .the other side, and an auxiliary held-magnet coil or coils for the motor ot high resistance.

1G. In an electric vehicle, a controller for the motive p ower, an electric brake-controller, pivoted steering -wheels and drivingwheels for the vehicle, electric braking devices for applying brakes to the driving wheels and to the pivoted steering-wheels and connections from the said devices to the brake-controller.

17. In an electric vehicle, an electric motor, a controller for the motor, an electric brake-controller, power connections from the motor to the driving wheel or wheels, other wheels for the vehicle loose upon a stationary axle and electric friction-brakes for the lastnamed wheels.

18. In an electric vehicle, an electric motor, a controller for the motor, having an oi'l position, a plurality of power positions, an extra contact adapted to be vforced into engagement with a cooperating contact upon the controller when same is in one ot its power positions only and a removable operating' means as J for the contact.

19. In an electric vehicle, an electric motor, a controller for the motor, an electric brakecontroller, power connections from the motor to the driving wheel or wheels, other w ieels for the vehicle loose upon a stationary axle, and electric friction-brakes, consisting of two elements, for the last-named wheels, one of said elements mounted rigidly upon the axle.

20. In an electric vehicle, an electric motor, a controller for the motor, an electric brakecontroller, power connections from the motor to the driving wheel or wheels, other wheels for the vehicle loose upon journals attached to a stationary axle and electric friction-brakes, consisting` of two elements for the lastniamed wheels, one ot' said elements mounted rigidly upon the journal and the other upon the wheel.

2l. In an electric vehicle, an electric motor, a controller for the motor, an electric brakecontroller, power connections from the motor to the driving wheel or wheels, other wheels vfor the vehicle loose upon journals attached to a stationary axle, electric friction-brakes, consisting o' two elements for the last-named wheels, one of said elements mounted rigidly upon the journal and the other upon the wheel, and llexible conductors between the said friction-brales and the vehicle-body.

22. In an electric vehicle, an electric motor, a controller for the motor, an electric brakecontrollcr, power connections from the motor to the driving wheel or wheels, other wheels for the vehicle loose upon journals attached to a stationary axle, electric friction-brakes, consisting oi` two elements for the last-named wheels, one of said elements mounted rigidly upon the journal and the other upon the wheel, a separate joint between the axle proper and the journal and flexible conductors from the brake to the axle.

23. In a system ot control for electric vehicles, a controller, a plurality of electric gen erating units, an electric motor upon the vehicle, having an armature, connections with the controller for coupling the generators in different groups to the motor, means for converting the motor inio a generator and closing the circuit through a variable resistance and a plurality ci revelsing-switches acting upon the armature-circuit only.

24:. In a system of control for electric vehicles, a controller, a plurality of electric generating units, an electric motor upon the ve hicle, having an armature, connections with the controller for coupling the generators in different groups to the motor, means for converting the motor into a generator and closing the circuit through a variable resistance, two reversing-switches, one being;l actuated by the controller and independent actuating means for the other. In a controller system for a vehicle, a motor and controller mechanism, a moving part on the controller, an electric storage battery 'for the vehicle, a cliarging-terminal for the battery and means for open-circuiting the terminal, operated by the moving part on the controller.

2G. In a controller system vfor a vehicle, a motor and controller, a moving part on the controller, an electric storage battery for the vehicle, a charging-terminal for the battery, arevorsing-switch for the vehicle, means for open-circuiting the terminal and a common operating connection ii'or the switch and the means.

E27. In a controller system for a vehicle, a motor and controller, a moving part on the controller, an electric storage battery for the vehicle, a charging-terminal for the battery, a reversingswitch for the vehicle, having IIO stationary and movable contacts separated by an open-circuit position and a chargingterminal contact located in the said open-circuit position.

28. ln a controller system for a vehicle, a motor and controller, a moving part on the controller, an electric storage battery for the vehicle, a charging-terminal vfor the battery, a reversingswitch for the vehicle having movable contacts, stationary contacts for the reversing-switch connected with the motor and a charging-terminal so located upon the reversing-switch that the terminal will be open-circuited when the motor-contacts ar closed and vice versa.

29. In a system of electric control for vehicles, a storage battery, a motor, a controller for the motor, having a closed and open circuit position, a combined reverse and charging-terminal switch, having a plurality of working positions and a lock for the switch, operated by the controller for holding the switch in one or another of its working positions, when the controller is in its closed-circuit position.

30. In a system of electric control for vehicles, a storage battery, a motor, a controller for the motor, having a closed and open circuit position, a combined reverse and charging-terminal switch, having a plurality of working positions and a lock for the controller, operated from the switch, t'or holding the controller in its open-circuit position, when the switch is intermediate or between its working positions.

3l. In a controller for electric vehicles, a moving part, an independent controller-handle, having a certain motion, a connection between the handle and the moving part for increasing the angle of motion in said part above that ot' the handle, an indicator for showing the position of the controller and independent angle-increasing means for the indicator.

32. In a controller for electric vehicles, a controller proper, out of view, a controllerhandle having a certain angle of motion, a connection between the handle and the controller, for increasing the angle of motion of the controller above that of the handle, and an indicator for showing the position of the controller, consisting of apointer moving during a portion only of the movement ol' the controller.

ln a controller for electric vehicles, a controller proper out et view, a verticallymoving controller-handle, operating connections tor working the controller by said vertical movements oi' the handle, an indicator for pointing out the degrees of elevation. of the said handle and thus the position of the controller, the same mounted upon the moving handle.

In directible vehicles, a swiveling steering-wheel for the vehicle, mechainsm for directing such wheel, a steering-handle, swinging laterally about apivot operating connections from such handle to the mechanism and capable at the same time of a vertical movement, a controller proper and a laterally-sliding gear operating as a swiveling connection between the handle and the controller.

E35. ln direciible vehicles, a swiveling steering-wheel for the vehicle, mechanism for directing such wheel, a steering-handle, swinging laterally about a pivot operating connectiens Jfrom such handle to the mechanism and capable at the same time of a vertical movement, a controller proper and a verticallymoving raek-and-pinion operating connection between the handle and the controller.

3G. ln directible vehicles, a swiveling steering-wheel for the vehicle, mechanism for directing such wheel, a steering-handle swinging laterally about a pivot operating connections from such handle to the mechanism and capable at the same time et' a vertical movement, a controllerl proper, a geared segment on the controller and a cooperating cylindrical rack connected with the handle, serving as operating connection, for the purpose specified.

37. ln a controller for an electric vehicle, a pivoted controller-lever, extending near the vehicle-seat, swinging vertically through a short arc, a controller actuated by the lever and a detachable connection between them, whereby the handle may be detached and swung out of its limited arc and away from the seat.

38. ln a controller for an electric vehicle, a pivoted controller-lever extending near the vehicle-seat, swinging vertically through a short are, a controller actuated by the lever and a detachable connection between them, whereby the handle may be detached and swung upwardly and away from the seat.

39. ln a controller system for a vehicle, a motor and controller mechanism, a moving part on the controller, an electric storage battery for the vehicle, a charging-terminal for the battery, means for open-eircuiting the terminal, an operating device for the means and a lock for the device.

40. ln an electric vehicle, a plurality ol electric generators, a translating device, electric conductors for the device, an interchangeable nen-reversible terminal as n for such conductors and cooperating terminals from the various groups of generators.

il. In a controller Afor vehicles, an upright stem, a cap for the stem, a head pivoted to the cap, and a horizontally-disposed arm protruding Yfrom the head, having an upward curvature, a cylindrical grip lying transversely to the arm at its outer end, and a loosely-mounted swiveling fork between the grip and the arm. v

4t2. ln a controller for an electric vehicle, a pivoted controller-lever, extending near the vehicle-seat, swinging vertically through a short are, a controller actuated by the lever and a detachable connection between them, whereby the handle may be detached and IlO swung' ont of its limited are and away from the seat, in combination with a stop for limiting` the movement of the lever, when so swung.

4-3. In a controller for electric vehicles, a steering-handle swinging` laterally about a pivot and capable at the same time of a vertical movement, a controller` proper, a swiveling operating connection between the handle and the controller and means for adj Listing1 between the controller and the steering-handle.

44s. In a controller for a vehicle, a swiveling controller-head, al reverse-switch having two closed-circuit positions, a combined pointer and switch-handle, mounted on the head and swiveling' therewith and angle-reducing operating connections from the pointer to the switch, whereby the latter moves approxi- 

